EP0498355A2 - Traktionssteuersystem für Motorfahrzeuge - Google Patents

Traktionssteuersystem für Motorfahrzeuge Download PDF

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Publication number
EP0498355A2
EP0498355A2 EP92101762A EP92101762A EP0498355A2 EP 0498355 A2 EP0498355 A2 EP 0498355A2 EP 92101762 A EP92101762 A EP 92101762A EP 92101762 A EP92101762 A EP 92101762A EP 0498355 A2 EP0498355 A2 EP 0498355A2
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EP
European Patent Office
Prior art keywords
braking torque
wheel
spinning wheel
foundation
brakes
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP92101762A
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English (en)
French (fr)
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EP0498355B1 (de
EP0498355A3 (en
Inventor
Thomas Arthur Gee
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Eaton Corp
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Eaton Corp
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Publication date
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Publication of EP0498355A3 publication Critical patent/EP0498355A3/en
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Publication of EP0498355B1 publication Critical patent/EP0498355B1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems

Definitions

  • the present invention relates to a vehicular traction control system and in particular to a vehicular traction control system for a vehicle having first and second drive wheels driven through a common, open differential and first and second independently controllable foundation brakes for selectively independently retarding the rotational velocity of the first and second drive wheels, respectively.
  • vehicular drive axles wherein a first and second (i.e. right and left) driven wheel are driven through an open differential are, of course, well known in the prior art. Examples of such drive axles may be seen by reference to U.S. Patents Nos. 4,050,534; 4,018,097; and 4,651,587, the disclosures of which are incorporated herein by reference.
  • ABS antilock brake system
  • the drawbacks of the prior art are overcome or minimized by a vehicle traction control system not requiring monitoring or controlling of engine torque and which will allow only a predetermined braking torque to be applied to the spinning wheel to limit the torque applied to the other wheel to minimize the probability of causing that other wheel to also spin out and also to minimize the possibility of locking the spinning wheel and causing an undesirable drag.
  • the present invention will also minimize the consumption of stored pressurized air and reduce undesirable drive line component stress.
  • the desirable initial braking torque applied to the spinning wheel is somewhat less than the amount of braking torque required to slow down or stop the spinning wheel.
  • This amount of braking torque, at a given engine output, is the total torque required to slow/stop the wheel minus the resistance torque from the road surface and thus is a function of the friction characteristics of the surface under the slipping wheel, which is, most probably, similar to (but of a lower frictional value than) the frictional characteristics of the surface under the other wheel.
  • the brakes of the spinning wheel are applied and a parameter indicative of brake torque, such as apply pressure, actuator displacement or the like, is measured and/or simulated.
  • a parameter indicative of brake torque such as apply pressure, actuator displacement or the like.
  • the reapplication parameter will be derived as the memorized parameter value minus a parameter decrement where the parameter decrement is a function of the time required for the measured value of the parameter to equal or exceed the current decremented value and is thus adaptive to system responsiveness.
  • the brakes may be held at this value, or, preferably, may be ramped upwardly. If spin-out of either wheel occurs, the brakes are released and then reapplied at an again decremented parameter value.
  • the entire logic is reset to its default or initial condition wherein a first cycle of a new spin-out event is awaited.
  • Figure 1 is a schematic illustration of a typical vehicular drive axle and the vehicular traction control system of the present invention.
  • Figure 2 is a schematic illustration, in flow chart format, of the operation of the vehicular traction control system of the present invention.
  • Figure 3 is a graphical representation of the operation of the traction control system of the present invention.
  • FIG. 1 the vehicular traction control system 10 of the present invention is schematically illustrated as utilized with a vehicle having a typical drive axle assembly 12.
  • Drive axle assembly 12 includes an open differential 14 comprising a plurality of differential pinion gears 16 rotatably driven about an axis of rotation 18 by a vehicular drive train typically comprising an engine (not shown), a change gear transmission (not shown) and a drive shaft (not shown).
  • the differential pinions 16 are engaged with and drive a pair of differential side gears 20 and 22 which are fixed for rotational with axle shafts 24 and 26, respectively, to rotate the driven wheels 28 and 30, respectively.
  • Vehicular drive axle assemblies of this type are well known in the prior art and may be seen by reference to above-mentioned U.S. Patent Nos. 4,050,534; 4,018,097; and 4,651,587.
  • the open bevel gear differential 14 will divide available drive torque equally between the driven wheels 28 and 30 such that the maximum torque available in either wheel 28 or wheel 30 will be equal to one-half of the available torque from the engine.
  • the torque available from the engine is a function of operator's initiative, engine speed, governing devices and engine and driveline efficiency.
  • wheel 28 will be caused to slip on surface 32 at at extremely low value of drive torque and an application of greater drive torque by the engine will simply result in faster spinning of the wheel 28 on surface 32 while the torque available to drive wheel 30 on surface 34, regardless of the friction characteristics of surface 34, will be limited to that torque required to initially cause and/or maintain wheel 28 to slip on surface 32.
  • wheel spin or spin-out condition.
  • automotive vehicles equipped with open differential drive axles including heavy duty vehicles such as heavy trucks and tractor/semi-trailer vehicles
  • wheel spin it is a common experience, especially at vehicle start-from-stop operation, for excessive wheel spin to occur when the operator initiated engine torque delivered to the vehicle driven wheels is such that the frictional forces between the tires and the road surfaces are overcome.
  • a relatively small amount of slippage between the vehicle tires and the road surface is necessary in order to achieve a driving force
  • excessive wheel spin results in a reduction of effective driving force and concurrently in the deterioration in the lateral stability of the vehicle.
  • Vehicular traction control systems usually for vehicles equipped with an ABS, have been proposed for preventing an excessive spinning condition of one of the driven wheels of a vehicle by applying the foundation brakes of that wheel. Certain of these systems have also included means to monitor and/or control the amount of driving torque provided by the engine to further control or prevent excessive wheel spin.
  • An example of a prior art vehicular traction control system may be seen by reference to above-mentioned U.S. Patent No. 4,946,015.
  • the vehicular traction control system 10 of the present invention includes a first and second wheel speed sensor, 36 and 38, for providing signals indicative of the rotational speed of wheels 28 and 30, respectively.
  • Wheel speed sensors of this type are well known in the prior art and may be the wheel speed sensors utilized for a wheel-by-wheel ABS system. Examples of wheel speed sensors may be seen by reference to U.S. Patent Nos. 4,937,522; 4,862,028 and 4,200,816 the disclosures of which are incorporated herein by reference.
  • Each of the wheels 28 and 30, respectively is provided with a foundation brake, 40 and 42, respectively, for selectively retarding the rotational speed of the wheels, each of which foundation brakes is individually releaseable by an individually operated control member, 44 and 46, respectively.
  • the control members 44 and 46 may be any one of a variety of well-known brake relay and/or ABS type valves.
  • control members will have means, such as variable apertures and/or pulse width modulating, allowing the pressure applied to the brakes to be increased at either a rapid or a slow (ramped) rate to the available maximum system pressure.
  • Valves of this type are, of course, well known.
  • Each of the brakes, 40 and 42 is provided with a brake control parameter sensor, 48 and 50, respectively, for sensing the value of a parameter indicative of the force or torque with which the brake is applied and for providing an output signal indicatively thereof.
  • the monitored brake control parameter is air pressure. Examples of brake control valves and brake control parameter value sensing devices may be seen by reference to U.S. Patent Nos. 4,818,035; 4,804,237; 4,768,840; 4,749,063; 4,168,866; and 4,134,621 the disclosures of which are incorporated herein by reference.
  • a source of pressurized fluid 60 such as an air compressor and/or wet tank, supplies pressurized fluid to conduits 62A, 62B and 62C through a double check valve 64.
  • One inlet to double check valve 64 is controlled by a standard treadle valve 66 while the other inlet is connected to a three-way solenoid valve 68 which can pressurize conduits 62A-C independently of the operation of the brake treadle valve 66.
  • a sensor 70 may be provided for sensing pressure at the outlet of the valve 68.
  • the vehicular traction control system 10 also includes a control unit 52, preferably a microprocessor based electronic control unit, having input circuitry 54 for receiving input signals from the speed sensors 36 and 38 and the brake control parameter sensors 48 and 50 and pressure sensor 70 and output circuitry 56 for issuing command output signals to the brake controllers 44 and 46 and the solenoid valve 68.
  • Electronic control unit 52 may be of any known type and typically processes the input signals in accordance with predetermined logic rules to issue command output signals. Examples of such microprocessor based control units may be seen by reference to U.S. Patent Nos. 4,595,986; 4,724,935; 4,724,935 and 4,917,443, the disclosures of all of which are hereby incorporated by reference.
  • FIG. 2 An example of logic for the operation of the vehicular traction control system 10 of the present invention is schematically illustrated, in flow chart format, in Figure 2.
  • the ECU 52 receives input signals from the wheel speed sensors 36 and 38, brake control parameter sensors 48 and 50 and pressure sensor 70 and determines if a wheel spin-out condition exists.
  • a wheel spin-out condition will be declared if the rotational velocity and/or acceleration of a wheel exceeds a predetermined reference and/or if the difference in rotational speeds between wheel 28 and wheel 30 exceeds a predetermined reference.
  • valve 68 will be actuated to pressurize conduits 62A-C, and the brake comtroller, 44 or 46, associated with the nonexcessively spinning wheel will be in the brake release position causing only the foundation brakes, 40 or 42, associated with that excessively spinning wheel to be applied.
  • the output from the brake control parameter sensors, 48 and 50 is monitored by the ECU.
  • the pressure will be increased rapidly if sensed pressure is below a target value and will be ramped up slowly if sensed pressure exceeds the target value.
  • the above will continue until the angular velocity of the excessively spinning wheel is less than a predetermined reference value.
  • the brakes associated with the previously spinning wheel are released.
  • the angular deceleration of the previously spinning wheel may be monitored to determine if that wheel is stopped or is stopping.
  • An initial reapplication pressure is established only if a spin-out condition has been sensed and the spinning wheel has been caused to stop excessive spinning or at least decelerate by the application of a selected vehicle brake at a monitor value of a brake control parameter (BCP (N) ).
  • BCP (N) a brake control parameter
  • the value of the brake control parameter sufficient to cause the cessation of a spin-out condition of a previously spinning wheel is then decremented to arrive at a target parameter value (BCPT (N) ). Thereafter, depending upon road surface conditions and responsiveness of the vehicle brake system current target pressure values will be established as will be described in greater detail below.
  • the traction control subroutine will not be implemented if the operator has initiated a vehicle braking operation and/or if the vehicle has a ground speed exceeding a predetermined value.
  • the ECU 52 receives input signals from the wheel speed sensors 36 and 38 and from the brake control parameter sensors 48 and 50 and determines if a wheel spin condition exists at any one of the monitored wheels.
  • the wheel spin-out condition will be declared if the rotational velocity and/or acceleration of a monitored vehicular wheel exceeds a predetermined reference and/or if the difference in rotational speeds between wheels exceeds a predetermined reference.
  • the ECU 52 will determine if an initial reapplication target pressure has been established as may be seen in logic block 104. If an initial target value has not been established, the ECU will cause the traction control system valves to increase the brake control parameter, usually air pressure, rapidly as may be seen at logic block 106. If an initial reapplication target value has been established, the current value of the brake control parameter (BCP (N) ) is compared to the current target value for the brake control parameter (BCPT (N) ). If the current value of the brake control parameter exceeds the target value, the traction control system valves are set to increase the control parameter at a ramped or reduced rate as may be seen at logic blocks 108 and 110.
  • the current value of the brake control parameter (BCP (N) ) does not exceed the current target value (BCPT (N) )
  • the current target value (BCPT (N) ) is decremented as may be seen at logic block 112 and the traction control system valves are set to increase the brake control parameter rapidly as at logic block 106.
  • the decrementing of the current brake control parameter target value (BCPT (N) ) occurring at logic block 112 occurs as a failure of the current brake control parameter to exceed the current target value is an indication of lower responsiveness of the system.
  • a revised value of the brake control parameter target value (BCPT (N) ) is set which will equal, the greater of previous target value or the current measured value of the brake control parameter as may be seen by reference to logic block 114.
  • the traction control system valves are set to release traction control system pressure as may be seen by reference to logic block 116.
  • the traction control valve 68 is set to exhaust the conduits 62A-C and the ABS valves 46 and 48 are retained in their current position until such time as pressure transducer 70 indicates that the conduits have been vented to prevent residual pressure in the conduit from exerting a torque spike on the wheels as the control valves 44 and 46 are returned to their normal or nonblocking condition.
  • the ECU will then determine if the target pressure (BCPT (N) ) is greater than the actual pressure (BCP (N) ) as may be seen by reference to logic block 118.
  • the system determines if the target brake control parameter is less than zero as may be seen in reference 122 and if it is less than zero the value of the target is reset to zero as may be seen by reference to logic lock 124. If the brake control parameter is less than zero this indicates that during the previous cycle of the subroutine a spin-out condition did not exist and that an initial brake control parameter target value has not been established as may be seen by reference to logic block 126.
  • the target brake control parameter is decremented as may be seen by reference to logic block 128.
  • the system will then check to determine if the above logic has been applied to each of the monitored system wheels. If the logic has been applied to all the wheels, the logic subroutine is exited to be reentered on a timely basis upon the next pass through the total ECU system logic. If the traction control system subroutine logic has not been applied to all the wheels, the logic loop will be reentered for the next sequential wheel, see logic block 130.
  • Traversing the traction control system logic path when no spin-out is present causes a decrement of the reapplication parameter at logic block 128.
  • the detriment can be a simple fixed value and because the logic is traversed on a timely basis such a fixed decrement will cause a time linear decay of the target reapplication parameter.
  • the value of the decrement is "tuned" to create a decay rate of about 1/10th or so of the rate of the monitored parameter.
  • a time decayed reapplication variable is useful as it tends to complement the traction control system elements of the brake system behavior that adversely impact traction control system performance, i.e., a very low hysteresis brake system can be cycled faster with much less air consumption than a slow one or an overshooting ABS valve will require a lower reapplication pressure to compensate for the overshoot.
  • ECU will not traverse the traction control system subroutine logic.
  • BCPT if the release of the brake pressure has existed for a sufficient time, the memorized parameter value, BCPT will be greater than the naturally faster decaying BCP(N).
  • the BCPT or target value is basically the value of the brake control parameter that existed on the brakes when the spin-out ceased. This condition is used in logic block 120 to declare that a value has been memorized. Of course, if the cessation of spin-out is very long, the BCPT value will decay to a very low value. For such an event the declaration is voided in logic block 126. However, when the declaration is valid, and the wheel again spins out because of the low traction, the logic is traversed in a manner to decrease the value of the target brake control parameter.
  • the brake control parameter reaches the target reapplication parameter, the latter continues to decay due to the logic block 112.
  • the traction control system valve condition is changed as at logic block 110 to cause the brake control parameter to hold and to then increase at a relatively low or ramped rate. This assures that if the existing drive torque established by applying the target brake control parameter is insufficient to cause the vehicle to move off and is also insufficient to cause the other wheel to spin out that the brake control parameter and thus the torque created at the previously spinning wheel are gradually increased.
  • system 10 operating with software and firmware in its controller 52 as illustrated in Figure 2 is that the foundation brakes associated with the excessively spinning wheel are initially applied with a force/torque slightly less than the force/torque required to lock up the wheel whereby the other wheel will be provided with that amount of torque to motivate the vehicle while not creating a drag on the previously spinning wheel which will tend to make motivation of the vehicle more difficult and/or tend to create a spinning of the other wheel. Also, if sufficient torque were applied to the excessively spinning wheel to lock up that wheel, substantially all the torque available from the vehicle drive train would be applied to the other wheel, which wheel is probably on a surface of relatively similar frictional characteristics as the previously spinning wheel, which would certainly tend to cause the other wheel to spin out.
  • Brake control parameter sensors 48 and 50 may be eliminated and the force/torque applied at the foundation brake associated with the excessively spinning wheel may be a simulated/calculated value based upon other sensed conditions such as length of time of brake valve states, time derivatives of sensed wheel speed and the like.
  • Systems for simulating/calculating a control parameter are known in the prior art as may be seen by reference to U.S. Patent No. 4,576,263, the disclosure of which is hereby incorporated by reference.
  • the traction control system will preferably lock or bias the interaxle differential upon sensing a spin-out and maintain the interaxle differential locked or biased until a vehicle move off is sensed.
  • Tandem axles and locking interaxle differentials are well known in the prior art as may be seen by reference to U.S. Patent Nos. 3,929,200 and 4,050,534 the disclosure of which is incorporated by reference.
  • a traction control system/method has been provided not requiring monitoring and/or controlling of supplied engine torque and which is effective to determine an amount of braking torque just insufficient to stop the excessively spinning wheel and, if spin-out occurs after an initial stopping of the spinning wheel, to initially rapidly reapply the foundation brakes associated with said excessively spinning wheel with such an amount of torque.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Regulating Braking Force (AREA)
EP92101762A 1991-02-08 1992-02-04 Traktionssteuersystem für Motorfahrzeuge Expired - Lifetime EP0498355B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US07/652,735 US5205622A (en) 1991-02-08 1991-02-08 Vehicular traction control system
US652735 1991-02-08

Publications (3)

Publication Number Publication Date
EP0498355A2 true EP0498355A2 (de) 1992-08-12
EP0498355A3 EP0498355A3 (en) 1994-11-02
EP0498355B1 EP0498355B1 (de) 1997-05-07

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EP92101762A Expired - Lifetime EP0498355B1 (de) 1991-02-08 1992-02-04 Traktionssteuersystem für Motorfahrzeuge

Country Status (8)

Country Link
US (1) US5205622A (de)
EP (1) EP0498355B1 (de)
JP (1) JPH0569811A (de)
KR (1) KR970007719B1 (de)
AU (1) AU640595B2 (de)
BR (1) BR9200484A (de)
CA (1) CA2060782A1 (de)
DE (1) DE69219489T2 (de)

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WO1997014592A1 (en) * 1995-10-17 1997-04-24 J.C. Bamford Excavators Limited Loader type vehicle with traction control
EP0754608A3 (de) * 1995-07-20 1999-03-17 Toyota Jidosha Kabushiki Kaisha Kraftfahrzeug-Bremssteuerungssystem
WO1999064280A1 (de) * 1998-06-05 1999-12-16 Continental Teves Ag & Co. Ohg Verfahren und vorrichtung zur regelung des antriebsschlupfs eines fahrzeugs auf einer fahrbahn mit seitenweise unterschiedlichen reibwerten
WO2000010849A1 (de) * 1998-08-19 2000-03-02 Robert Bosch Gmbh Verfahren und vorrichtung zur antriebsschlupfregelung
EP0932535B1 (de) * 1996-10-18 2007-04-04 Continental Teves, Inc. Antriebsschlupf-regelsystem für ein zweiachsiges, normaler weise hinterradangetriebenes fahrzeug

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CA2128301A1 (en) * 1993-09-29 1995-03-30 Boyd Morton Nichols Traction control system for an articulated work vehicle
JP3319838B2 (ja) * 1993-11-12 2002-09-03 本田技研工業株式会社 車両のトラクション制御装置
JP2981965B2 (ja) * 1993-11-29 1999-11-22 本田技研工業株式会社 車両の駆動力制御装置
FR2726380B1 (fr) * 1994-10-26 1996-12-13 Gec Alsthom Transport Sa Systeme de traitement des arrets precis, systeme de pilotage automatique comportant un tel systeme et procede d'elaboration de phases d'arrets
US5613744A (en) * 1995-05-24 1997-03-25 Allied Signal, Inc. Incipient brake fade detection for traction control systems
US20060173603A1 (en) * 2005-02-02 2006-08-03 Mohan Sankar K Slip loss reduction control system for improving driveline efficiency
JP2009261504A (ja) * 2008-04-23 2009-11-12 Univ Kansai 車両及び車両の走行方向の変更方法
DE102009046423B4 (de) * 2009-11-05 2024-01-11 Robert Bosch Gmbh Verfahren zum Betreiben eines Fahrzeugs sowie Fahrzeug

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0754608A3 (de) * 1995-07-20 1999-03-17 Toyota Jidosha Kabushiki Kaisha Kraftfahrzeug-Bremssteuerungssystem
WO1997014592A1 (en) * 1995-10-17 1997-04-24 J.C. Bamford Excavators Limited Loader type vehicle with traction control
EP0932535B1 (de) * 1996-10-18 2007-04-04 Continental Teves, Inc. Antriebsschlupf-regelsystem für ein zweiachsiges, normaler weise hinterradangetriebenes fahrzeug
WO1999064280A1 (de) * 1998-06-05 1999-12-16 Continental Teves Ag & Co. Ohg Verfahren und vorrichtung zur regelung des antriebsschlupfs eines fahrzeugs auf einer fahrbahn mit seitenweise unterschiedlichen reibwerten
US6533367B1 (en) 1998-06-05 2003-03-18 Continental Teves Ag & Co. Ohg System for controlling the traction slip of a vehicle
WO2000010849A1 (de) * 1998-08-19 2000-03-02 Robert Bosch Gmbh Verfahren und vorrichtung zur antriebsschlupfregelung

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DE69219489T2 (de) 1997-12-18
DE69219489D1 (de) 1997-06-12
JPH0569811A (ja) 1993-03-23
EP0498355B1 (de) 1997-05-07
KR970007719B1 (ko) 1997-05-16
BR9200484A (pt) 1992-10-20
CA2060782A1 (en) 1992-08-09
AU1083892A (en) 1992-08-13
EP0498355A3 (en) 1994-11-02
US5205622A (en) 1993-04-27
AU640595B2 (en) 1993-08-26
KR920016740A (ko) 1992-09-25

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